Load anticipator for engines



July 3l, l1951 S. J. STEVENSON ETAL LOAD ANTICIPATOR FOR ENGINES Filed Oct. l, 1949 5 Sheets-Sheet 1 July 31, 1951 s. J. sTl-:v-ENsoN ETAL 2,562,586

LOAD ANTICIPTOR FOR ENGINES 5 Sheets-Sheet 2 July 31 l951 s. J. sTEvENsoN ETAL 2,562,586

r LOAD ANTICIPATOR FOR ENGINES Filed Oct. l, 1949 5 Sheets-Sheet 5 `july 3l, 1951 s. J. sTEvr-:NsoN E'rAl. 2,562,586

v LOAD ANTICIPATOR FOR ENGINES Filed oct. 1, 1949 1 5 sheets-sheet 4 yJuly 3l, 1951 s. J. sTEvENsoN ET AL- 2,562,586

LOAD ANTICIPATOR FOR ENGINES 5 Sheets-Sheet 5 Filed Oct. l, 1949 Patented July 31, 1951 LOAD`ANTICIPTOR FOR ENGINES il.Y

Samuel ,.I. Stevenson and Theodore` H. K1usman,- Rio;,Vista, and Herman l S.'L Fisher, Walnut Grove, Calif., assignors to" International Harvester Company, a corporation-"of New Jersey` Original applicationrJuly 12,-. 1947, .Seriali-'Noise 760556. Divided-and this application October 1,.1949,.SerialNo.119,148 ,c

11 ClairnS.'- (Cl. 123%-991A This invention relates toa load anticipaborfor engines andis a division of our copending applicationffor Load Anticipator Vfor Ba'lersjv filed July 12,v 1947,and having Serial No.`760,5`56.

An important object of this invention isltlie 5 provision otmeans for automatically Aproviding auxiliary .engine acceleration at certain periods o of operation when the engine is under load,; but o to veliminate thefunction. of this automatic oper.v

atingmeans when the `engine is merely idvlingnfv 10 @Another important objectef this vinventionis 5 tlie'fprovision of means :for automatically actua ating: the; throttle in the; carburetor of an engine-r; associated Jwithian" implement 'of varying power requirements' such: as :a hay baler and effecting. 115

a boost inrengineA power-"When Aneeded or when# used with a baler upon theOmpression or work# ing-strokeof a bale forming plunger;-

Other and further importantA objects will become apparent fromv tmf-*disclosuresinthefolL 20.

lowing lspecication fand'accompanyin'g drawings f; invvhich: y 4

Figure 1 isa perspective 4viewof Aapiclz'fup"hay f baler incorporating the-.principles offthis inven- Figure 2 is a side elevationaltview of theengine*V and portions of ,thejbaler asshown jin Figure-1.

Figure 3 is a toprjplanf'View"ofj'the device as shown in Figure 2. 'i Y Figure 4 is an'enlargedview l'o'fjpo rtionsof-the .F30

device as shown inFigure 2. e K

Figure 5 is an elevational diagram of'thefcam-= operator employed -i'nthis invention.y

Figure 6 is a plan viewof the operating mecha,-I nismsf-of this device.-

Figure '7 is a front-elevational viewfof the elev'iee3 as *shown in Figures. Y As shown in the-drawin'gsfth'e referencefnu-r-- merall 0 indicates generallya pick-up baler-havejl chamber I I, a tractor hitch I2, a supporting wheel--f I3, and a pick-'up structure-"Whavingfa rotating tinedcylinderd adaptedto pick hay; or straw*` from a windrow andthrow'it upwardlyandrearV Tl wardly" onto a transversely" extending r"platformY 45 IGN An lauger-conveyor I'Vcarriesfthe hayQ1- straw deposited on the'V platform: to ia'` side Opel-1?*- -ingI8 in the bale forming'ifchamberiwliflas vbest ,shown yin Figure- 2. Anf-:engine `VAI Sf'fis "mounted thereby. Asshovvn in;Figure 2 'a plunger23 is;

slidably mounted in the balelformingnchamber, Y

I I and has a connecting-'rod 2t -joining it to the crank arm 22.. Upon rotation'of theV large gear 2I"`the"ba`1e compressing'plunger Z3 is reciprocated I in thelongitudin'ally extending bale chamber I The'Alarge'gear'ZI is mountedon a shaft 25" which jenters'a gear housing Zon the Ainner side' wail" of 'the longitudinally extending; bale chamber "'IIi `Rotational drive'fromthe. shaft 25`is 'transmitted to a drive shaft?? toa universal"A joint l(not shown) havinga shieldg.` .A shaft 9jA is driven through the universal "j oint" and .extends upwardly and rearwardly as `shown *in*Figures1l. and -2 terminating in a universal joint 31).'Y A shaft 13 I f extends vrearwardly from this. jointV 30@ and imparts driveV to a pair ofp'ackng iin'gers '13H22- in Ya gyratory movement. Avdisc 33: i'smountediY orrand driven with 'lthe shaft'l.' Rotationof" the disc 33 causes operationof the engine surge provided for vby the device of thisinvention. The engine* I9' vemploys allof the regular Aessentialsfl such asa speed-governor' 34 anda carburetor, g havin athrotuessa; f "Ifhf disc -33as shown'in Figures'4 and'5 corn*-- prisesV adjacent plates 36 and-31p Bolts 38 aree" employedto holdy the platesetogetherf Asfgshownn'j infFigure 5 the plates' '3E and" '37"'are movable rotatablyvvith"respectto each other by reason'oi the1s1otsf392" Thel plate S'I'f'carries a largejdisc Mill-Which has/an 'outwardly' "extending `spring caminedI surface asv shown at 4I.- `The carri is"-1 slightlycircular in 'shapefandf covers subst'anf` tiallyf*halfV theidisc 405'? The foam extends from a -loW"-point atli2`zt`o'a` highf'point at 43. Upon 5 rotation of'theshaftfSI thedisc 33i'rotates and A link? rodgllg yis .carriedand'h'elol loosely I in" the' arm-546.231; SBK-The camffllfvimpa'rts longitudin movement of the link rod e9. As best shgwnsinf;

Figure-.Y6 the rodr` 149 is threaded fatv its' otherend` Y a reduced.'diameter,` extension Slifadapte'd't slide'f withina slot 55"linfthefbracketmentbrfii:v asf showniinzFigure 7. Anrarm 5T is pivotallyYat-" tached at'i-tovfthe'*sleevaZZand-thus axial moves* ment of theA link 49Y eauses swinging imovement fof Y the arm 51 about a pivot 59. Movement of the link 49 by means of the cam 4l will cause the bracket 56 to be moved with the link 49 by reason of the stop 52 abutting the bracket 56. The upper end of the bracket 56 as 'viewed in Figure 6 includes a flange 60 which lies parallel with a closely adjacent clevis or yoke 6I at the end of the throttle operating arm 62 of the carburetor 35 on the engine. A pin 63 passes through the clevis and the flange 60 so that movement of the bracket 56 causes a corresponding movement of the throttle operating link 62. Movement of the link 49 by reason of the cam 4| causes the throttle 35a in the carburetor to be opened, thus admitting more fuel and increasing the speed of the engine I9.

The purpose of the slots 39 in the disc 31 is to place the cam 4I on that portion of the periphery of the disc 33 which will effect engine surging or acceleration at a time just prior to the end of the compression stroke of the plunger 23. As stated in the objects above, the greatest load on the engine occurs at that time when the plunger is performing its greatest work on the compressing of the hay or straw into a bale. Each revolution of the driven shaft 3l coincides with one complete revolution of the gear 2Ia and thus also one complete revolution of the bale compressing plunger 23. It is obvious then that there is a denite timed relationship between the disc 33 and the reciprocation of the plunger 23. Engine surging need not continue to the full end of the compression stroke as inertia of the massive plunger assists in maintaining regular plunger operation after it has received a little boost. In view of this the cam is timed to speed up the engine for just a portion of the compression stroke whereupon inertia of the moving parts carries operation to completion.

Engines employed on farm implements such as balers are equipped with governors which act to control the throttle opening of the engine carburetors. Control of engineoperation is therefore made through changes in the governor rather than through changes to the throttle. As described above, the cam acceleration of the engine is caused by by-passing the governor 34 and acting to directly change the throttle opening. Governors as a rule operate on the principle of the throwing'of weights centrifugally outwardly upon the attainment of some predetermined speed. The weights in the governor are counterbalanced by a spring which tends to hold the weights against the centrifugal action caused by rotation. However, the spring is set to yield upon the attainment of this predetermined rate of speed. Change in governor operation can be effected only by changing the weights or the counterbalancing spring. In the present case the governor operating arm 64 the position of which is controlled directly by the position of the weights internally of vthe governor, is attached to theclevis 6I of thethrottle operating link by means of the pin 63 and at the same point of attachment of the arm 60 of the bracket 56. When the governor arm V64 moves it acts to directly openor close the throttle. i i

A U-vshaped bracket 65 is welded or otherwise attached to the governor operating arm 64 and is joined by a spring 66 to the one end 61 of a bellcrank lever 68 which is pivotedfor'rotational movement at 69 on a xed bracket 10. The bellcrank lever 68 has a second arm 1| extending at substantially right angles to the arm 61. The arm 11i-joins an operating link 12 at 13. A speed in any position and held there without the operator constantly holding the hand lever 14. It is apparent that movement of the hand control lever 14 will effect a direct change in the extension or contraction of the spring 66. If the spring is extended, it adds to the adjustability of the governors weights and similarly, if the spring 66 is contracted the governor Weights are relatively unaffected by the action of the spring 66. Therefore,

`*when the spring 66 is extended the governor permits the engine to attain higher speeds and contrarily, when the spring 66 is contracted the speed of the engine is held down. Manual control of governor operation and thus engine speed is not affected by the automatic engine surger of this invention.

As best shown in Figure '1, the pivot 59 is part of a trunnion 18 and forms an attachment between the arm 51 and the link 12. This trunnion is adjustable by means of a set screw 19 along `the length of the connecting rod 12. Upon movement of the hand control lever 14 movement is impartedto the arm 51 as well as the link 12 and thus the entire cam operated link 49 swings about its loose connection with the hinged cam follower,

.and with the cylindrical portion 54 of the sleeve 52 riding upwardly in the slot 55 of the bracket 56'.

In the position as shown in Figures 6 and 'I the speed of the engine is shown as being suillcient to carry on normal bale operation. Engine idling is accomplished by moving the hand lever 14 forwardly causing link 12 and arm 51 to move the connecting link 49 to the inner end of the slot 55 in the bracket l56. The apparatus is arranged and constructed so that the engine does not surge while idling. This is accomplished by the peculiar shape of the bracket 56. For convenience, the bracket 56 will be designated as possessing a C-shape. When the cam effects longitudinal axial movement of the rod 49, the stop 52 shifts, but because of the C-shape of the bracket 56 the vstop does not engage the bracket and thus has no effect whatever on the y positioning of the engine throttle. When the engine is speeded up by movement of thel hand control lever 14, the stop 52 moves downwardly and is closely adjacent the lower extension 86 of the bracket 56 so that shifting of the rod 49 by the cam 4I will cause immediate shifting of the bracket 56 and thus a resetting of the throttle of the engine.

Movement of the bell-crank lever 68 is limited by means of a stop member 8l contacting an adjustable abutment 82. As previously idling. j

Various details of construction may be varied Uthroughout a wide range without departing from lthe principles disclosed herein and we therefore'.

do not propose limiting the patent granted hereon otherwise than as necessitated by the appended claims.

What is claimed is:

1. In an engine and a speed control for the operation therefor comprising means responsive to said engine operation to automatically shift the speed control in a manner to cause surging of the engine at intervals in the operation thereof.

2. In an engine delivering rotational output and controls therefor comprising means responsive to said rotational output to automatically shift the engine controls in a manner to cause surging of the engine at intervals in the operation thereof.

3. In an engine having shaft means rotatably driven thereby and control means therefor, including a cam mounted on said rotatably driven shaft means, means operable by said cam to shift said engine control means whereby engine operation is changed on each revolution of the driven shaft and cam.

4. In an engine having shaft means rotatably driven thereby and control means therefor operable throughout a range of engine speeds, including a cam mounted on said rotatably driven shaft, means operable by said cam in predetermined position of the engine control means to momentarily change engine speed, and said means operable by said cam being ineffective to change engine speed from another initial predetermined position of the engine control means.

5. In an engine having shaft means rotatably driven thereby and control means operable between advance and retarded positions therefor, including a cam mounted on said rotatably driven shaft, means operable by said cam'in an advanced position of the engine controls to momentarily further advance said engine controls, and said means operable by said cam being ineffective to change engine controls from an initial retarded position of the engine controls.

6. An engine having a throttle, control mechanism for effecting an opening and a closing of said throttle, said throttle directly controlling the speed of the engine, a shaft rotatably driven by said engine, cam means associated with said ldriven shaft, means lpositioned intermediate said cam means, and said throttle control mechanism arranged and constructed to directly open the throttle upon actuation of said cam means.

7. An engine having a throttle, control mechanism for effecting an opening and a closing of said throttle, said throttle directly controlling the speed of the engine, a shaft rotatably driven by said engine, cam means associated with said driven shaft, means dependent on the position of the throttle control mechanism and positioned between the cam means and said throttle control mechanism operable to intermittently accelerate the engine when the engine is running under load, and said means being rendered inoperative to accelerate the engine when the engine is idling.

8. An engine producing rotation of parts, said engine having a throttle, a governor for controlling said throttle, a hand lever for changing the governor setting, and means operable upon the rotation of said parts to intermittently cause regular engine surging comprising a cam associated with said rotating parts, means directly imparting cam movementy to said throttle in one position of said governor hand lever, and means associated with said governor hand lever to render said engine surging means inoperative.

9. An engine having a throttle, a governor directly controlling the position of said throttle, a shaft rotatably driven by said engine, a cam 'on said shaft, and linkage means interposed between the cam and said throttle whereby the throttle is controlled independently of said governor.

10. An engine having a'throttle, a governor directly controlling the position of said throttle, a shaft rotatably driven by said engine, a cam on said shaft, linkage means interposed between the cam and said throttle whereby the throttle is controlled independently of said governor, manually operable lever means for changing the governor setting, and means joining said manually operable lever means and said linkage means in a manner to provide for increased engine acceleration when the governor setting is initially high and to render ineffective said linkage means to control the throttle.

11. An engine having a throttle, a governor directly controlling the position of said throttle, a shaft driven by said engine, a cam on said shaft, linkage means interposed between the cam and said throttle whereby the throttle is controlled independently of said governor, an inclined slotted bracket associated with said throttle, said linkage means having an operating rod passing through said slotted bracket and movable longitudinally by said cam, a hand lever for changing governor setting, a link joining said hand lever and said operating rod, whereby movement of said hand lever moves the operating rod in the slot of said bracket, and a lug on said operating rod larger in width than said slot, said lug adapted to engage and move said bracket when the hand lever is at an initially high governor setting and to be inactive to move said bracket because of its adjacent inclination at an initially low governor setting.

SAMUEL J. STEVENSON. THEODORE H. KLUSMAN. HERMAN S. FISHER.

REFERENCES CITED The following references are of record in the iile of this patent:

UNITED STATES PATENTS Number Name Date 2,217,364 Halford et al Oct. 8, 1940 2,260,576 Maybach Oct. 28, 1941 2,302,322 Howard Nov. 17, 1942' 

